The 2011 RallyCar series kicked off in Atlanta, MI with the frigid Sno*Drift Rally and held quite a few surprises. More than living up to its name, Sno*Drift Rally is the only winter rally on the RallyCar calendar and sees ambient temperatures as low as 0-degrees during night stages. This meant that competitors drove the entire race on ice and snow, sliding sideways and churning powdered clouds of ice dust when blasting through every corner. If there’s one way for any driver to improve his or her car control and technique, it has to involve ice and sliding – there’s a reason why Finland is able to mass produce so many great rally drivers.

Temps reached as low as 0-deg at night

The majority of the stages took place in the frost-covered forests of northern Michigan, almost four-hours north of Detroit. Aside from a couple of more spectator-friendly Super Special stages held on the second day of competition, rally racers were faced with high snowbanks, slight hills, and quick, tree-lined forest roads. Add in the complete darkness of night stages and you’ll quickly realize how the Sno*Drift Rally event separated the different levels of driving talent.

Early bets were on that the large, sponsor-backed teams were going to dominate the rally. Powerful, fully-prepped Open Class cars, multiple crew members, and reputable driving talent led many spectators to expect a battle between Rockstar Energy Rally Team’s Antoine L’Estage/Nathalie Richard (Lancer Evo X) and Subaru Rally Team USA’s David Higgins/Craig Drew and Dave Mirra/Marshall Clarke (Subaru WRX STI).

Beyond the RVs and large, covered pit areas, the Open Class leaders also featured impressive driving resumes. L’Estage and co-driver Richard are the 2010 Rally America Champions, Higgins was the 2002 SCCA ProRally Champion, and BMX rider Mirra was the 2008 Rally America Rookie of the Year.

Showing just how tough rally racing really is, and how even the best fortunes can turn in racing, L’Estage’s Rockstar Evo X overheated on the first day during Stage 4. We know how it sounds but yes; it’s possible to overheat when racing in the cold, even when daytime temperatures don’t peak over 20-degrees. Subaru Rally Team USA then looked to capitalize on the podium until Stage 6, when Higgins and Drew were taken out by a mechanical failure.

2WD Sparco Scion xD

This then left the door open for many of the Super Production competitors, who drove minimally modified, all-wheel drive, turbocharged machines with responsive torque curves and solid traction.

Travis Hanson and Terry Hanson would eventually claw their way to the overall rally victory in their Super Production Subaru WRX STI, edging out Dave Mirra and Joseph Burke’s Open Class cars. As privateers, Hanson Motorsports pulled off an early season upset, showing how important driver/co-driver talent is in rough conditions.

Sno*Drift Rally also held a special category called the Sno*Attack, a sort of “rally within a rally” for two-wheel drive competitors. The 2WD’ers included 2010 2WD National Champions Chris Duplessis/Catherine Woods (Scion xD), 2009 2WD National Champions Dillon Van Way/Jake Blattner (Ford Fiesta), Wyatt Knox/Verena Mei (Mazdaspeed3), and Chris Greenhouse/Phil Marsh (Plymouth Neon).

With the field filled with the usual WRX STI and Evo racecars, many of the relatable 2WD rally cars became instant fan favorites. Hondas, VWs, and the all-new Scion xD drove against the turbocharged Mazdaspeed3 and 2011 Ford Fiesta. There was even a Ford Aspire and boxy Volvo 242 mixing it up on the snow.

Duplessis and the Sparco Rally xD team took the early lead, despite having brought out an all-new, untested car which previously was used mostly at auto shows. A flat tire and fuel shortage put Duplessis behind at the end of the first day and despite attempting to make the most of the xD’s nearly stock engine setup, the Scion would finish in second place behind Van Way’s Ford Fiesta. Greenhouse/Marsh’s Neon would finish out the 2WD podium.

2011 RallyCar Sno*Drift

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Ford Abu Dhabi World Rally Team recently debuted the livery and look for its 2011 WRC competitor, the Fiesta RS World Rally Car. The blue, green, red, and white machine drew lots of attention upon its unveiling and now we have the entire scoop on what lies beneath the sheet metal of the rally racer.

Moving away from the Focus nameplate used in the past, M-Sport (who has built Ford’s WRC cars for years now) has developed a completely new car that’s designed to work within a brand new FIA rulebook. The new 2011 car is about more than just working with a smaller chassis; it also has to comply with new engine and chassis rules. The biggest change is the new 1.6-liter turbo engine, which produces 300hp and 332 lb/ft of torque. Since the engine is forced to breathe through a tiny 33mm air restrictor, limiting the power output, M-Sport raises the boost level and plays with the torque output of the engine.

WRC interior

M-Sport and Ford also took development time to shave the body weight down to 2,646 lbs including cage, all-wheel drive system, 18-inch tarmac wheels, and turbo engine setup. We’ve always been fans of full-tilt WRC racecars and the new Fiesta RS doesn’t disappoint. It’s flared and vented body looks downright scary in tarmac trim, riding just inches above the ground, ready to spit sidways out of turns and scramble for traction.

Ford Abu Dhabi World Rally Team technical director Christian Loriaux was in charge of the team that developed the 2011 Fiesta RS WRC. Here, the 44-year-old Belgian talks about some of the key issues surrounding the development of Ford’s 2011 WRC challenger.

OR: Was it simply a matter of developing a new engine to turn the Ford Fiesta S2000 into the Ford Fiesta RS WRC?

CL: No. The Fiesta S2000 rally car provided a great base with which our engineers could work, but there was more development to undertake than just the engine.  We had to ensure we were happy with the suspension and chassis, as well as developing the transmission.  Essentially we had to be confident that the carryover parts from the S2000 would be strong enough to cope with the extra speed and power of a new-generation World Rally Car.

OR: What were the biggest challenges in developing the Fiesta RS WRC?

CL: Developing the 1.6-litre Ford EcoBoost engine was a massive undertaking.  Working with this engine and direct injection for the first time was complicated – it was a completely new animal for us.  Other areas that were big tasks were the transmission, the gear ratios and fitting the cooling package around the engine.  The new rules stipulate a 1200kg minimum weight limit and it has been difficult to get down to that figure.  We received great support in the entire process from the product engineers at Ford of Europe and many of their suppliers.

300hp 1.6-liter turbo engine

OR: Was the development of the engine the biggest challenge of all?

CL: Yes.  Direct injection is a complex beast and we worked closely with Ford’s road vehicle engineers and our engine tuner, Pipo Moteurs, in France, to make the best of their expertise.  Because the new regulations demand forced injection for the first time, it was the first occasion that many of us had the opportunity to work with this in a competition engine.

OR: Are the engine regulations for 2011 taking the sport in the right direction?

CL: Downsizing was most definitely the correct route to take, from both a manufacturer and a competition perspective.  And retaining turbocharged units was also the way forward.  These engines require drivers to use more revs and from a spectator’s viewpoint they sound faster.  Engine noise is an important part of the spectacle and these cars sound better.

OR: How many parts are common to both the S2000 and the RS WRC?

CL: We obtained plenty of data from the S2000, which competed in the S-WRC and other championships last year.  We re-evaluated every area and if we thought certain areas could be improved, we went ahead and did so.  Apart from the roll cage and chassis there aren’t too many parts that the Fiesta RS WRC shares with the S2000.  Plenty of parts may look similar, but they have been modified to be lighter, stiffer or whatever we felt would bring an improvement.

OR: The Fiesta RS WRC is visibly different to the S2000.  Why?

CL: Together with Ford of Europe’s design team, we carried out a full restyling of the car to incorporate as many aspects as we could of Ford’s kinetic design styling cues that are an integral part of the company’s road vehicles.  There are some necessary compromises for aerodynamic reasons, but both Ford and M-Sport are delighted with the car’s appearance.

OR: Is the Fiesta RS WRC more difficult to drive than the Focus RS WRC?

CL: The new regulations require ‘back to basics’ rally cars.  In terms of chassis they are similar, but some of the technology we used in the Focus RS WRC has been banned.  There is no active central differential, no launch control and no paddle shift gear change.  That demands more driver skills.

Reiger dampers and Brembo brakes

OR: So the car rewards the better drivers?

CL: Previously at the start of a stage the driver pushed a button that operated the clutch and the launch control.  Now it is down to the guy behind the wheel to judge traction, the operation of the clutch and the manual gearc hange in order to leave the start.  It means they have more to do.  That’s a good thing because if a driver wants to be world champion then he needs to be capable of moving the car from a standing start without technology doing it for him.

OR: Did the banning of certain items of technology mean less was required of your team’s engineering skills?

CL: Not really. When a high-tech piece of kit like the paddle shift gear change was outlawed, then we turned our attentions and resources to development in other areas where we could use our skills and expertise.

OR: Was it annoying to have to toss out already developed engineering tech?

CL: It’s a little frustrating not to be able to use technology that we previously developed for the Ford Focus RS WRC.  But reduced technology brings down the cost of competition and this has generated interest from new manufacturers, so it was the right decision.  The new era of WRC is a compromise between affordability and eliminating waste.  High-tech kit will live on in the Focus RS WRC in different levels of rallying but not in WRC.  The new Fiesta RS WRC is high-tech and affordable and we have sold several to customers already.

Fiesta RS production at M-Sport

OR: How much testing have you completed with the Fiesta RS WRC?

CL: We started by putting the 2.0-lite Focus RS WRC engine into the Fiesta S2000 in March.  That was our first Fiesta RS WRC.  We didn’t do much more testing until August when we installed the 1.6-litre prototype (without direct injection) into the car.  Since then we’ve tested on gravel in Britain, Portugal, France and Spain.  We tested in Britain, Spain and France on asphalt and in Sweden on snow and ice.  We have covered more than 11,000km in total.

OR: Which drivers have carried out the testing?

CL: The early work was done by guys like Henning Solberg, Matthew Wilson, PG Andersson and Andreas Mikkelsen.  Even [M-Sport boss] Malcolm Wilson took the wheel briefly!  All the recent work, which has concentrated more on perfecting the set-up, was done by Mikko Hirvonen and Jari-Matti Latvala.

OR: Do you believe the Fiesta RS WRC will be fully competitive in the FIA World Rally Championship this season?

CL: That’s the target every person in the team has set themselves.  We believe we have developed a great rally car, but we have no benchmark with which to compare it.  Before, we were able to compare new versions of the Focus RS WRC with the previous car.  Because the regulations are new we have nothing like-for-like with which to make a comparison.  So we will only know how competitive we are at the end of the first proper stage in Sweden.

2011 Ford Fiesta RS WRC Specs

Engine (300hp at 6,000RPM, 332lb/ft at 4,000RPM): Ford EcoBoost 1600cc direct injection engine developed by Ford, M-Sport and Pipo Moteurs. Four cylinders, 16 valves. Bore 83.0mm x stroke 73.9mm. Cosworth electronic engine management system, Garrett turbocharger (with FIA required 33 mm inlet restrictor), air-to-air intercooler, catalytic converter, and full Cosworth chassis and engine data acquisition (for in-event diagnostics and performance development)

Drivetrain: Permanent four-wheel drive. Mechanical front and rear differentials and a clutch disconnect fitted to handbrake, M-Sport / X-Trac six-speed sequential gearbox with mechanical shift, M-Sport / AP Racing twin disc clutch, and power-assisted high-ratio (12:1) 1.5 turns lock-to-lock steering rack

Suspension: Front and rear MacPherson struts with Reiger double-adjustable external reservoir dampers, fully adjustable fabricated steel suspension links, front and rear anti-roll bars and machined aluminum uprights

Brakes: Hydraulic handbrake, adjustable front/rear bias valve, Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four- piston monoblock calipers. Asphalt (front and rear): 355mm (maximum) Brembo ventilated discs with Brembo four-piston monoblock calipers.

Wheels: Gravel / Snow: 7in x 15in (aluminium) wheels with Michelin 650mm tires. Asphalt: 8in x 18in (aluminium) wheels with Michelin 650mm tires

Exterior: Aerodynamic rear wing, unique front ‘bumper’ treatment

Interior: Unitary construction, unique composite side panels, welded T45 steel safety roll cage, and FIA FT3.5 80-liter centrally-located fuel tank

Dimensions: Length: 3963mm. Width:  1820mm. Wheelbase: 2480mm. Weight: 1200kg minimum.

2011 Ford Fiesta RS WRC

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Taking on Citroen and Ford’s World Rally Championship programs in 2011 is another brand with rallying history, Mini. With the 1960s Monte Carlo Cooper still plastered over garage walls the world over, Mini is entering with the modern MINI WRC.

Based on the production Mini Countryman, the MINI WRC is a 1.6-liter turbocharged, all-wheel drive rally car. At first glance, the racecar looks like nothing more than a slightly widened Mini Countryman with more coolers up front. Compared to Ford’s super-aggreso Fiesta RS WRC, the MINI WRC looks high, narrow, and close to stock. Not much of an inspiration for WRC rallying fans anywhere. Fear not, this car is still in testing form. In full WRC trim, the Mini will have more than enough flares, vents, scoops, and low-slung bodywork to look the part.

Underneath the test car’s skin lies the touch BMW Motorsport and Prodrive. With success in F1, WRC, Le Mans, and ALMS (to name a few), Prodrive is one of the most famous racing prep and engineering houses on Earth. Their Subaru WRC program, Aston Martin Le Mans program, and Honda-powered F1 team pretty much became iconic efforts for their respective brands. The reason was simple; Prodrive put in really good work and finished where it counted.

With Mini, they hope to do the same. The MINI WRC is powered by a special BMW Motorsport-built 1.6-liter Garrett turbocharged (2.5-bar maximum boost) engine. Mini Countryman models come with an option for all-wheel drive but the production system has been dumped in favor of a Xtrac six-speed sequential transmission and new all-wheel drive setup. The body remains fairly close to stock (for a WRC car), although Prodrive themselves fit each with a FIA roll cage. Prodrive is also responsible for the custom valving, specs, and setup of each Ohlins 3-way damper setup.

Mini’s driver line-up for 2011 consists of Kris Meeke/Paul Nagle, 2009 Intercontinental Rally Challenge champions, and Dani Sordo/Carlos del Barrio. Sordo has been Loeb’s teammate and a Citroen factory driver for a few years now. The MINI WRC is currently undergoing testing and isn’t to be officially debuted in competition trim until the launch at the Oxford Mini factory on April 13, 2011.

MINI WRC: Technical specifications.

Dimensions: Length: 4,110 mm, Width: 1,820 mm, Weight: 1,200 kg (FIA minimum weight)

Engine: 1,600 cc, four-cylinder direct injection petrol engine, Garrett turbocharger – maximum boost 2.5 bar, Dry sump

Transmission: Permanent four wheel drive, Gearbox: Xtrac 6-speed sequential, AP Racing sintered twin plate clutch, Plated limited slip (front and rear axle)

Steering: Hydraulic power assisted

Chassis: MINI Countryman bodyshell with Prodrive roll cage exceeding FIA regulations

Suspension: Prodrive Öhlins Macpherson strut, 3 way adjustable damper (front and rear axle)

Wheels/Tires: ATS wheels and Michelin tires, Gravel: 15” diameter, Tarmac: 18” diameter

Brakes: AP Racing – Gravel: four piston, 300 mm (front and rear axle), Tarmac: four piston, 355 mm (front and rear axle), Castrol brake fluid (SFX)

Lubricants and coolants: Castrol

Seats: Sparco race seats and safety belt system

From Mini:

The MINI WRC has been developed by Prodrive, based on the MINI Countryman. It is equipped with a 1.6-litre turbo engine derived from the MINI production models, which was developed by BMW Motorsport for use in series run according to FIA Super2000 regulations, including the World Touring Car Championship. As well as its works involvement with the MINI WRC Team, Prodrive is supplying the customer car to private rally teams, who will also run the car in the S2000 class of the World Rally Championship.

“The FIA World Rally Championship is the pinnacle of rallying, making it the ideal platform for demonstrating the competitive spirit of our brand,” says Ian Robertson, Member of the Board of Management, Sales and Marketing BMW Group. “Experience is a very important factor in motorsport. For that reason it is essential we learn as much as possible within a very short time, in order to make up ground on our rivals. The new regulations mean the gap to the top is smaller than it would have been at another time. We want to annoy the opposition as soon as possible.”

The MINI WRC Team will be putting its faith in experienced drivers when it faces up to the challenge of the WRC for the first time in 2011. Kris Meeke (GB) and his co-driver Paul Nagle (IR) have proven their ability in impressive style, listing the 2009 Intercontinental Rally Challenge (IRC) title as just one of their achievements. Daniel “Dani” Sordo (ES), who will compete alongside his new co-driver Carlos del Barrio (ES) in 2011, has many years of World Championship experience. Twenty nine podium finishes from 84 starts in the WRC just go to show the former Citroën works driver has what it takes to battle it out at the top.

Rallying is far from new territory for MINI. In the past, success in this popular motorsport discipline has played a crucial role in defining the brand’s image. Three victories at the Rally Monte Carlo in the 1960s made the MINI Cooper S a true legend.

The latest phase of developments for the MINI WRC are currently undergoing an intensive testing programme. The car to be used in the 2011 World Rally Championship will be presented at the official Team Launch on 13th April 2011 at the MINI Plant Oxford.

Prodrive, an experienced motorsport operation, was chosen as the partner in the quest to continue the brand’s success story. The company, founded by David Richards, is viewed as one of the most respected and successful in rallying. “This project is a truly passionate

opportunity,” believes Richards. “MINI is a cult brand which left a lasting impression during its previous motorsport campaigns. We are both extremely happy and proud to be on board as a partner when MINI returns to rallying. We aim to use 2011 as a preparatory year, amassing experience in order to ensure we are fully competitive from the start of the following season.

But let’s not underestimate the task ahead of us nor the stiff competition we will face on the way. However, our target is firmly set on winning the World Championship title again with MINI.”

Prodrive was founded in 1984, and has established itself as one of motorsport’s leading

independent teams. Currently employing about 500 staff, the company is based in Banbury (GB). Among other successes, Prodrive has to date won six World Rally Championships, five British Touring Car titles, and scored three class victories in France’s classic Le Mans 24 Hours.

“MINI powered by BMW Motorsport”: The heart of the MINI WRC is the 1.6-litre, four-cylinder Di turbo engine, which is also available in the MINI production models. The production engine was further developed by BMW Motorsport for the use in various categories according to FIA Super2000 regulations. The power transmission takes place via an Xtrac 6-speed, sequential gearbox. For its outings on the rally stages, the MINI Countryman chassis has been fitted with a roll cage developed by Prodrive, which exceeds the strict safety requirements of the International Automobile Federation (FIA).

Mini Countryman WRC

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Kris Meeke (UK) in the new MINI WRC (02/2011).

Evolution is instinctual and unstoppable. Just when you think the zenith has been reached, something clicks and the breed gets better. The turbocharger had been lingering in plateau mode until Borg Warner changed the game at the 2010 SEMA Show with its EFR line of highly innovative turbochargers. More revolution than evolution, Borg Warner engineers have literally reinvented the wheel and, with the EFR’s clever integration design, taken the turbo to never-before-seen levels.

83S75 Compressor Map

REINVENTING THE WHEEL

The EFR features trick titanium-aluminide turbine wheels. This highly advanced, extremely difficult to cast alloy results in turbine wheels that are roughly half the weight of the typical inconel turbine wheel. This reduction conjures improved low-end response, higher boost levels at lower engine speeds, and higher wheel speeds. On the cold side, forged aluminum, fully milled wheels pump out the boost. And with Borg Warner’s Extended Tip Technology, aerodynamic optimization efficiency in all areas is improved. The EFR line features compressor wheels ranging from 62mm to 91mm.

INTEGRATE, ASSIMILATE, INCORPORATE

Borg Warner has changed the game further by incorporating ancillary turbo system components into the body of the turbo. The hardest hitting of these integrations are compressor recirculation valve (CRV) ports and mounting. The CRV is plumbed to the low-pressure area, just before the compressor housing, which helps keep the turbine wheel spinning between gears.

The CRV will allow users who need a traditional blow-off valve to simply install a valve and a boost line, eliminating the tedious task of bung welding from the equation. The CRV does expand the turbo’s dimensions and in applications where it causes fitment problems, Borg Warner offers a close-off plate that eliminates the CRV.

EFR turbos are also fitted with integrated boost control solenoid mounting pads and optional integrated wastegates to further streamline the installation process. Borg Warner uses swivel-valve style wastegates available in three different canister/spring combinations with 31mm or 36mm ports. Lastly, each EFR turbo has a pilot hole for a wheel speed sensor probe predrilled.

On the Sierra Sierra Enterprises Lancer Evo time attack car

Borg Warner fashions the EFR turbine housing out of cast stainless steel, a material that provides the benefits of low weight, excellent crack resistance, and smooth inner surfaces but requires intricate investment casting techniques. The big accomplishment here is optimizing the casting process to handle mass production.

PROS AND CONS

Geoff Racier of Full-Race has been in on the development of the EFR line. He has been holed-up fabricating EFR kits and knows more about their real-world capabilities than anyone else. Here are some of his quick insights.

Pros:

• Ultra light gamma-Ti turbine wheel improves spool-up

• Advanced compressor and turbine wheel blade aero (Borg Warner Extended Tip Technology)

• Dual Row Ceramic Ball bearing w/ M50 races and metal bearing cage

• Does not require an external BOV or wastegate (application specific)

• High boost setups still have the option for external wastegates

• Multiple A/R ratios to choose from, and all B2 turbos are easy to change from twin-scroll to single-scroll

Cons:

• The bearings are extremely robust and strong, so this also means BIG. Hence the length of the turbos makes it difficult to fit in some custom applications with transverse engines and air conditioning (ie: B/D/H series Honda, Evos, VW, etc)

• Most existing turbo manifolds are not compatible with EFR turbos, so you may need to purchase an EFR-specific manifold if retrofitting an older turbo kit

FULL RACE KITS

Full Race is ahead of the game, developing kits before EFR production has hit full stride. Applications currently in the Full Race development pipeline and slated for March release include Mitsubishi Evo X, Porsche 996/997, Honda S2000, Honda CRZ, and Subaru WRX/STI.

SR20DET with EFR turbo

The Subie kit will be offered in single-scroll and twin-scroll configuration. “This kit spools faster and generates more torque and midrange power than a single-scroll,” says Full Race’s Geoff Racier. “It’s based on the Full Race twin-scroll lower manifold/twin-scroll up pipe set-up that has long been proven on the track and is used by GST’s legendary time attack Subaru, as well as Yimisport’s STi. For an autocross application, the 7064 will give the fastest spool and response. For a street or weekend track car set-up, we recommend a twin-scroll 7670. For a dedicated time attack build, the 8374 makes a lot of sense. We recommend the 9180 for drag racing.”

“The single-scroll Subaru is designed to be an affordable way to put an EFR turbo on your Subaru,” relates Racier. “It uses the stock lower manifold, or any aftermarket two-bolt lower. A single-scroll EFR 7670 or 7064 is the call here. If you already have a rotated T3 kit and want to put an EFR turbo on without changing your header or old setup much, this is a good way to do that. This kit holds the turbo in the same location as our twin-scroll kit, so it can easily be upgraded to a twin-scroll set-up later on by simply swapping the hot-side components.”

The EFR has great potential. Tuners can use larger wheels and housings without paying the piper on the spool-up and top wheel speed fronts – which is always a good thing. The EFR is much more than a turbo; it incorporates other turbo system components and features tip-of-the-spear technologies in wheel and housing designs, which should be remembered when comparing prices to the proverbial eBay special turbo. How much of a game-changer will the EFR turbo be? We are not sure yet without conclusive back-to-back dyno testing but the potential is certainly eye opening.

SOURCES
Borg Warner Turbo Systems
www.borgwarnerboosted.com

Full-Race
(602) 437-2101
www.full-race.com

Borg Warner EFR Turbocharger

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Throughout the years, there have been various engine oil additives that have had claims of increased engine power or better gas mileage. Everyone knows that some products are simply gimmicks that only apply to primitive engines, ones that are designed inefficiently from the factory in the very beginning. These manufacturers are now very careful in how their products are represented, taking special care not to mislead consumers by using false claims in their advertising. But how will an engine oil additive, that supposedly contains modern NASA technology, adopt to a commercialized automobile powerplant?

Fresh oil change before testing the RAN UP

That was the claim behind RSR’s RAN UP oil additive; one that we had to put to the test.

As RSR tells it, nano technology is basically a dispersion of certain elements to a nano scale level by lasers and chemical reaction methods. Enthusiasts in the automobile industry may be familiar with ceramic applications, such as HPC coating and its high heat barrier characteristics, but the base ceramic element also serves a different benefit when broken down to a smaller nano scale particle form. NASA has utilized this ceramic powder technology in their robotics field as a substitute for lubrication, since liquid forms are not compatible in space. It may sound cliché, but it’s literally modern space age technology.

RAN UP

Tuning parts manufacturer RSR has just released their engine oil additive, called RAN UP, containing this modern nano-ceramic technology in a powder and liquid mixture form. In appearance, RAN UP is similar to milk. The ceramic particles, with a high dispersion rate, mix very well with the engine’s oil and are able to get inside the rotating metal components to reduce frictional energy loss. Nano particles are smaller than the standard flu virus, and can even be compared to the size of a human cell.

Supercharged 2003 Ford Mustang Cobra test car

For immediate results, RAN UP can be applied to any kind of engine that has a high vibration rate such as air tools, compressors, motorboats, and motorcycles. It’s not entirely new to the motorsports industry; RSR claims that some Super GT cars have been using it in Japan for some time now. Of course, the RSR team has also adopted the juice in their Formula D Scion tC’s turbocharged race engine all season long. RSR claims these benefits:

• Increased engine power and torque output
• Increased response
• Decreased engine noise and vibration
• Extends engine oil change intervals
• Promotes fuel efficiency
• Reduces C02 emissions output

THE TEST

To reveal the true nature of the RAN UP ingredients and its effects on an engine, we teamed up with SR Motorcars of Gardena, California to perform a comparison test on their two-wheel drive dynamometer. A supercharged 2003 Ford Mustang Cobra was chosen as the test vehicle, lightly modified with bolt-ons. Due for an oil change, our plan was to baseline the car on its old oil, dyno right after an oil change (to show the effect of fresh oil), and then dyno after adding in the RAN UP (to show the difference the additive made).

Our Cobra’s first baseline (using old oil, due for a change) logged in at 445.41 HP and 446.07 lb/ft of torque via Dynojet. After changing the oil, we ended up with 440.66 HP and 444.40 lb//ft of torque. We were surprised to see a large 4.75whp loss but multiple runs proved consistent in the results.

For the test to remain as neutral and fair as possible a controlled environment was created, attempting to standardize such variables as the starting outside air temp, humidity, engine operating temp, and supercharger surface temps for the back-to-back pulls.

The RAN UP additive was simply added to the crankcase of the 4.6 liter V8 following the baseline power tests. RSR did recommend that the RAN UP be shaken thoroughly before being added, to stir up all particles, and that the receiving car be given a 30-minute break-in with RAN UP added for maximum results. This allows the RAN UP additive to filter throughout the engine. With a 4.6-liter displacement, the Cobra was given two bottles of RAN UP. RSR recommends one bottle for 2.0-liter range four-cylinder compacts and two bottles or more for larger V8 engines.

RESULTS

The result presented some astonishing numbers, a 12.91 HP increase and 11.26 lb/ft of torque improvement. A 12whp gain may not seem to be a substantial gain to some folks but in the world of motorsports, a few horsepower can potentially mean the difference between a podium finish and a loss. This is especially important for drag racers, club racers, or autocrossers, who are all looking for easy, undetectable gains in power. Considering the environmental factors were kept similar for the comparison, these numbers are pretty solid. Also, according to the owner’s testimonial, the Mustang’s engine seemed quieter and smoother in operation during a real world test drive.

The results can clearly be seen on the dyno graph. The power and torque output is increased consistently throughout each powerband.

The MSRP for a bottle is still pending, but since it costs about 6,500 yen in Japan, the US price can be anywhere from $50 to $100 per bottle. We realize that this product won’t be for everyone, especially when you factor in the price and the fact that regular additions are necessary with oil changes. But for the racer who needs every edge that he can, stealthily gaining 13hp without breaking out the toolbox is always worth something.

SOURCES
RSR USA
130 E. Dyer Rd.
Santa Ana, CA 92707
(714) 424-0686
http://www.rs-r.com

SR Motorcars
115 E. Gardena Blvd, Suite 1A
Gardena, CA 90248
(310) 516-1003
http://www.srmotorcars.com

RSR RAN UP Oil Additive Dyno Test

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Porsche opened up their 2011 North American International Auto Show appearance with the debut of the downright awesome 918 RSR Concept. Using the 918 Spyder as its basis, the RSR uses an electric system similar to the GT3 R Hybrid and a tweaked version of the V8 engine from the RS Spyder.

It’s been four years since Porsche’s last appearance in Detroit and they were looking to make a serious statement. Matthias Mueller, President and CEO of Porsche AG said: “We are back in Detroit with a clear message: Porsche further extends its competencies when it comes to performance and efficiency. The Porsche 918 RSR impressively demonstrates the passion of our engineers and designers for developing the world’s most advanced and best looking sports cars.”

The racecar concept was created by taking every badass piece of racing machinery that Porsche had, and then putting it into a blender. The racecar is based on the new 918 Spyder, although there has been lots of massaging done to the bodywork and aerodynamics.

Powering the 918 RSR Concept is an “updated” 563hp, 10,300RPM V8 engine, based on the unit from the RS Spyder. Lifting technology from the GT3 R Hybrid, the 918 RSR Concept also uses regenerative electric assist on the front wheels, throwing in an additional 204hp, for a total of 767hp.

The result is a great looking piece of auto art that looks fast sitting still. It was not announced which series or class, if even, this could would race in the US.

When discussing the spool-up and high-end flow characteristics of a given turbocharger, the term “wheel trim” may pop up. If you’re in the market for a turbocharger upgrade, comparing new units, or are planning your own backyard DIY turbo kit, you’re bound to run across wheel trim.

It’s a real term and its mission is to establish the relative size of a compressor (cold/intake side) or turbine wheel (hot/exhaust side). In simpler dummy-like terms, a turbo wheel is the blade-like spinning fan inside a turbocharger. The turbine wheel is spun by exhaust gases and is connected to the compressor wheel, which compresses (duh – Ed.) intake air for the engine.

The often-overlooked aspect of this term is that it is used to compare wheels within the same turbo family. So the trim size can be, and often is, mistakenly used for comparison between turbo families.

Some turbo manufacturers, such as Turbonetics, have inserted extra letter designations into their turbo line-up. Turbonetics’ GT-K turbo series has P-trim and S-trim designations and its T3/T4 lineup has Stage I, Stage II, and Stage III trims. Such designations camouflage the numeric value of wheel trim and often add to the confusion that surrounds the term.

TRIM MATH

First, understanding the mathematical calculation that creates the wheel trim number will help us crystallize the meaning of the term.

Trim = Inducer diameter divided by outer diameter, squared, and multiplied by 100

or

(in / out) ² x 100

So a compressor (cold/intake side) wheel with an inducer measurement of 51.7mm and an outer/exducer of 76mm is calculated like this: 51.7 divided by 76 = .6802631. Then .6802631 squared = .4627578. Multiply that by 100 and you get 46.27578 or 46-Trim. Easy, right?

Plugging in numbers is meaningless though unless one knows the turbo family’s entire range of wheel trims. In this case, the 46-trim wheel is from the T04E family. There are four wheel trims offered for the T04E – 46, 50, 57 and 60. The bigger the trim, the more the wheel will flow but it does so at a slight loss in efficiency. It should be noted that this comparison is within the T04E family and the compressor housing A/R ratio needs to remain constant.

The difference in flow has to do with the blade speed but issues such as the blade contour, swept angle, and surface area of the blades also impact the overall flow characteristics of the wheel in question.

When it comes to compressor wheel selection, lean towards a large trim rating in a smaller wheel instead of going to a larger wheel. Larger wheels are heavier and rotational weight equals lag.

TURBO TUNING

Basically, wheel trim is a fine tuning element once you have determined the proper turbo family for your application. Turbo proprietors often rate turbos by horsepower or flow (in cfm).

We find the cfm rating much better because it is easier to quantify. Will a 600hp turbo make 600hp with both a 2.0-liter four cylinder and a big block V8? We don’t think so. The use of a compressor map to pinpoint the flow characteristics is always the best way to go.

The turbine side (hot/exhaust side) of the wheel trim equation is a much murkier proposition. The calculations are non-issues because the manufacturers have kept their turbine wheel maps under wraps, making them harder to find than satisfied GM shareholders. Experience from the manufacturer, tuner, or fellow enthusiasts is the best bet. Luckily, wheel trim is not as critical to turbo performance as the compressor wheel selection.

A/R RATIO

In fact, on the hot side, the A/R ratio of the turbine housing is far more important as it dictates spool-up time, backpressure, maximum flow capabilities, and the part throttle responsiveness of the entire unit. The turbine housing can be swapped for a bigger or smaller size to optimize hot-side performance, whereas the turbine wheel is not interchangeable.

Area/Radius (A/R) Ratio is a numeric reflection of the size of a given housing gleaned from an equation that divides the area at a point in the housing by the point’s radius as measured from the shaft of the wheel.

The area of A/R is the area at a given point within the housing, where the compressed air moves from the inlet to the nozzle. The radius of A/R is multiple points measured from the shaft center to positions on the housing.

The formula takes all the area measurements and divides them by their corresponding radius measurements.

A1/R1=A2/R2=A3/R3=A4/R4 and so on

or

Area/Radius=Constant

While compressor housings have A/R ratios the measurement is most important on the turbine side of the turbo. The size of the turbine housing will be critical in determining the responsiveness and/or top-end flow of the turbocharger.

A responsive unit will have a lower A/R [.63, .78, etc] and will spool-up quickly but will sacrifice maximum flow and possibly cause backpressure in the system. Conversely, a big A/R housing [.93, 1.12, etc] will sacrifice responsiveness in order to flow more volume at the top end.

It is always best to go with tried and true turbo kits and choices that have proven track records in regards to power output and spool-up characteristics.

But it is still good to know the down-and-dirty details so you can make informed decisions, especially when you upgrade to a custom off-the-grid turbo or find yourself as the only person on Earth looking to turbocharge a Camry the right way.

Sources

Turbonetics
www.turboneticsinc.com

Tomei
www.tomeiusa.com

Garrett
www.turbobygarrett.com

After months of mental hopscotch you finally decide to go for the gold and turbocharge your car. You plan to hit it hard and do it right. Doing it right, of course, should include swapping to a turbo boost-capable piston.

There is a good deal of engineering attention showered on pistons, especially those specifically designed for turbocharged engines. Most turbo pistons provide a lower static compression ratio (about 8.5:1 to 9.0:1) than your OEM piston. Piston manufacturers will lower the compression ratio by adding a dish to the crown of the piston.

In addition, ring locations and crown thicknesses are adjusted to handle the increased stress brought on by forced induction. For most high horsepower applications, including turbocharging, forged pistons are recommended. OEM pistons, especially those in naturally aspirated engines, are usually cast to reduce manufacturing cost and machining time but lack the strength, design and compression ratio required to turbocharge your engine in a safe, reliable and power worthy fashion.

Almost all forged aftermarket pistons are manufactured from either 4032 or 2618 aluminum alloy. Both alloys have advantages and disadvantages depending on the application. Racing engines usually require the stronger low-silicon 2618 alloy, while less demanding applications favor the greater silicon content and tighter clearances of 4032 alloy.

If you’re looking for the strongest piston available, 2618 is right for you. Most racing engines use 2618 alloy exclusively. The primary disadvantage of 2618 is that it requires more initial piston-to-cylinder wall clearance so your engine may be a bit noisy when cold.

Wrist pins are another factor to consider. Wrist pins are probably the most overlooked component in the piston assembly. Wrist pins transfer the force between the piston and the connecting rod. This stress is very significant at the end of the compression stroke and beginning of the power stroke. It is important to select a wrist pin with sufficient wall thickness for your application.

A turbocharged engine will required a thicker wrist pin than a comparable naturally aspirated engine. Four cylinder engines with over 500hp should be using a wrist pin with a minimum of .170-inch of wall thickness. For higher horsepower and street applications, over .200-inch is recommended.

Other factors to consider in the proper selection and installation of turbo pistons include:

Piston-To-Cylinder Wall Clearance

Piston-to-cylinder wall clearance is the distance between the piston skirt and cylinder wall of the block. You can calculate this clearance by subtracting the piston skirt measurement (at the gauge point specified by the manufacturer) from the finished bore size. The amount of clearance needed depends on the bore size and application. Good piston manufacturers will include a spec sheet with their recommended clearance in the box.

Ring End Gap

The amount of piston ring end gap required depends on the ring material and engine application. Basically, the more heat, the larger the end gap. Turbocharged engines subject the piston and rings to more heat than naturally aspirated engines so more end gap is necessary. Insufficient ring end gap will lead to contact between the ends of the rings. This can damage the rings, cylinder wall, and pistons and potentially destroy your engine. When in doubt, call the ring manufacturer.

Piston-To-Valve Clearance

Piston-to-valve clearance is determined by cam lift, lobe separation, duration, valve margin, head design and milling of the cylinder head. Most aftermarket pistons are made with generous valve reliefs that are compatible with aftermarket cams.

However, always check your piston to valve clearance to be safe. This can be done by placing modeling clay on the crown of the piston, test assembling and then rotating over the engine. Minimum recommended clearance is around .100-inch on the intake and exhaust.

Deck Clearance

This is simple – don’t let the piston hit the head. Around .040-inch clearance or more is usually safe for engines with steel rods. Deck clearance is also important when trying to achieve a piston’s advertised compression ratio. More deck clearance equals a lower compression ratio.

Rod Bolt Stretch

Measuring rod bolt stretch is the most accurate method when torquing rod bolts. Rather than measuring torque, which is effected by friction and torque wrench calibration, you measure the amount the bolt has stretched before and after you have tightened it. The amount of stretch will tell you how much preload is applied between the rod and rod cap. Connecting rod and rod bolt manufacturers can provide you with their recommended stretch.

As always, when upgrading or building any engine, proper planning is key and investing in a set of aftermarket forged turbo pistons is wise. These new pistons’ reliability factor will bring peace of mind every time your boost gauge spikes and your tach arches for redline.

Sources
JE Pistons
www.jepistons.com

Tomei
www.tomeiusa.com

Cosworth
www.cosworthusa.com

Mahle
www.mahleclevite.com

Wiseco
www.wiseco.com

1. Top Secret Super GT-R

The distinctive gold Top Secret scheme was found on only one GT-R this year but what a demo car it was. Using a Top Secret BB900 turbo kit, JUN cams, HKS pistons, and connecting rods, the Top Secret Super GT-R puts out just under 900hp at 7,000RPM. A HKS Kansai Service rear limited-slip differential has been added along with a Dotson stronger first gear and clutch kit.

2. Gallant Abflug GT-R

During 2010, body kit maker Abflug joined forces with European specialist J.N. Hephaiss (also a Japan-based tuning company). The union has now given birth to Gallant Abflug, a new brand that specializes in high-end cars such as the R35 Nissan GT-R, Porsche 911 GT3, and Ferrari F430. This R35 Nissan GT-R was the highlight of their stand, packing almost 630hp using a free-flowing exhaust and increased boost. Gallant Abflug claims that this car has run a best quarter-mile time of 10.8-seconds.

3. Mine’s 2011 GT-R

Mine’s used the 2011 Tokyo Auto Salon show to showcase their Super Response Complete Engine, which was on display both inside and outside of this GT-R. Custom built by Mine’s, the Super Response Complete Engine is a VR38DETT that has been torn apart, hand built, and fit with new pistons and connecting rods. The setup will run you between $30,000-$50,000. Adding on the upgraded turbocharger kit will run you an extra $5,000-$10,000. That’s a pretty big hit on the wallet, this is real life, not Gran Turismo, but the engine produces almost 800hp with supposedly smooth drivability.

Mine’s also took a significant amount of weight out of the portly R35 Nissan GT-R with the aid of carbon fiber. Lots and lots of carbon fiber. The lightweight composite has been used in the hood, trunk, doors, and wing, shedding weight. Mine’s also took the less flashy approach by color-matching the carbon fiber pieces, leaving carbon visible only in the minor body accents. Matched with Mine’s distinctively subtle gray stripe and signature logo, this GT-R is sure to surprise more than a few Ferraris and Vipers.

4. Sumo Power FIA GT1 GT-R Racecar

Sumo Power’s Nissan GT-R GT1 is an almost 600hp turbocharged racing machine that regularly takes on Aston Martin DB9s, Corvettes, and Maserati MC12s. Typical stops for the FIA GT1 race series include Abu Dhabi, France, and England. Sumo Power claims that the louvers and aerodynamics don’t give enough downforce to be fully competitive, so the GT-R is purposely setup for low drag. This gives it an advantage at high-speed circuits.

5. M7 Japan R600 GT-R

With their company image centered around motorsports, M7 Japan is involved in Super GT and the D1GP, sponsoring RE Amemiya. The drift RX-7, driven by Imamura, was the 2010 D1GP champion while the GT300 RX-7 took third place in last year’s championship. Nobuteru “NOB” Taniguchi, one of the drivers of the Super GT M7 RE Amemiya RX-7, also took second place in the 2010 Japan Civic Championship one-make race.

Their tuned GT-R, called the R600, uses a combination of free-flowing exhaust, boost control, ECU tune, and intakes to generate 600hp. M7 Japan also fit the car with their own branded suspension kit, forged monoblock brake kit, and performance brake pads.

It comes as little surprise that M7 Japan takes this R35 out on track regularly and didn’t fit a chunky, high-concept body kit to it. They decided to keep it simple – 600hp, brakes, suspension, cooling, and good tires – and then drive the piss out of it. We can relate to that.

At this year’s 2011 Tokyo Auto Salon tuning show, some of the most powerful cars were sitting in the RH9 Club booth. RH9 stands for Record Holder 9 and is a loosely organized club made up of tuning shops that have built street Nissan GT-Rs that run a 9-second quarter-mile time or faster.

Logically, since the GT-R has been sold in its domestic homeland since its birth, the RH9 is a Japanese creation and is filled with Japanese tuning shops. Names such as Top Secret, Art Tech Hanatsuka, Pit Road M, and Phoenix’s Power populated the display this year. Despite the GT-R drag time required for entry, some of the tuners had non-Nissan cars on display in the booth including a Subaru Impreza WRX STI, Mitsubishi Lancer Evolution X, and a Nissan 350Z. Needless to say, regardless of platform, every single car in the RH9 booth had horsepower to spare thanks to liberal forced induction, custom-built engines, and lots of shiny go-fast parts.

Phoenix’s Power R35 Nissan GT-R

1 of 23

611.7ps thanks to an ECU tune, Blitz titanium exhaust and boost controller, and Trust intake kit. 20-inch BBS LMs and 3-way Aragosta coilovers finish the package.

For tuning enthusiasts, Japan is about more than just ramen noodles and tentacle porn cartoons – it’s the land of affordable, turbocharged cars. Amidst a rough economy and speculation that the Japanese have simply lost interest in tuning cars, the 2011 Tokyo Auto Salon put on a solid showing. Although the show was a far cry from the high times of the early 2000s, the Tokyo Auto Salon still showcased lots of great cars and is the dominant Japanese car tuning show.

Vendors such as Blitz, HKS, Trust/GReddy, Veilside, and RE Amemiya returned to the show, cementing their strength while simultaneously reminding us that many smaller tuners have not been so fortunate to weather the financial storm. Where in past years the Tokyo Auto Salon show was the place to debut a new tuned Civic, Silvia, or air intake, the show is now dominated by OEM displays, European cars, and higher end tuned cars.

With the Japanese youth now more interested in futuristic holographic cell phones and hair products rather than street racing, the tuning scene has gotten older and gone up-market. Cars such as the Lancer Evolution, GT-R, CR-Z, and STI were common at the show, mixed in with Ferrari 458s and old Fairlady Zs. The Tokyo Auto Salon is becoming more and more like our own SEMA Show, just with more race cars and less knock-off wheels. Not that that’s a bad thing, of course.

1. Super GT Weider Honda HSV-010 GT

Although it’s called the natural successor to the Honda/Acura NSX, the HSV-010 is not sold to us mere mortals – not yet, at least. It current exists only in Super GT race trim, where it runs in the GT500 500hp class. The 3.4-liter V8-powered Weider Honda Racing car is one of the more successful HSV-010 GT entries in Super GT.

2. TS-1X Honda CR-Z

Built by Access, an aftermarket optional parts division of Honda Japan, the TS-1X was the most eye-catching of the numerous Honda CR-Zs at the show. It sported big brakes and new wheels but the car’s dramatic “concept-lite” body work and matte black paint job distracted us from the fact that it surely gets decreased gas mileage with those big wheels. Despite persistent Internet rumors, there was no turbocharged engine or swap debuted at the show.

3. RE Amemiya Hurricane 7 3-Rotor Turbo

RE Amemiya, the famous Mazda rotary tuner and Super GT racing team, has a reputation for producing tuned Mazda RX-7s that look a bit, how do we say, over the top. The Hurricane 7 is their latest widebody creation, covered in more white and baby blue stripes than a bad rap video. But under the hood, the car is all business. A transplanted 20B 3-rotor engine has been turbocharged and fit with a custom v-mount intercooler/radiator setup. We especially like the short charge piping used with the new intercooler setup.

4. Gazoo Racing Lexus LFA

When welast reported on the Gazoo Racing Lexus LFA, it was entered into the 24 Hours Nurburgring race. The 500ps, slick-shod, carbon infused supercar didn’t win outright but saw quite a bit of development. With Lexus still promoting the car and the LFA, we expect this racer to make another run at endurance racing.

5. Sumo Power Nissan GT-R GT1

Campaigned in the FIA GT1 series, Sumo Power’s Nissan GT-R GT1 is a 600hp turbocharged racing machine that regularly takes on Aston Martin DB9s, Corvettes, and Maserati MC12s. Despite his German roots, driver Michael Krumm is known in Japan for his Super GT success.

6. Escort Type-M R32 Nissan Skyline

Drag racing isn’t as popular in Japan as it is in the US, where it can reach near-religious levels in certain parts of Texas. Maybe Rich Christensen from Pinks can do a few ill-advised overseas coffee commercials with schoolgirl chases and an octopus? Regardless, being one of the few drag machines present, the Escort Type-M R32 Nissan Skyline (2010 JDDA series champion) represented well.

By fitting the Skyline GT-R’s RB26DETT engine into a rear-wheel drive chassis, Escort has squeezed out almost 1500hp and run a 7.236 at 188.3MPH. The recipe involves a custom built 2.8-liter engine (up from 2.6-liters), a house-sized HKS T62R turbo, 2-stage nitrous, 4-stage boost control, and a Lenco 5-speed transmission.

7. Yellow Factory EG6 Honda Civic

It’s not too often that we’ll pick a car that began life as a commuter over Super GT racecars but we always appreciate a well-built track car, regardless of platform. The Yellow Factory Honda Civic hatchback sports a 1.8-liter B-Series engine, carbon body bits, and a rather impressive bit of front-end aerodynamics. But what impressed us the most was the use of wide 245/40/17 front and 205/50/16 rear tires. That attention to tire sizing has paid off in terms of handling balance, letting this naturally aspirated car run a 1:01.38 at Tsukuba Circuit on s-tires.

8. The RH9 Club

Not dedicated to just one car, the RH9 display was reserved for street cars that have run 0-400m (quarter-mile = 402m) in 9-seconds or less. The cars on display included a Subaru Impreza WRX STI, R32 Nissan Skyline GT-R, Lancer Evolution X, Mitsubishi GTO (3000GT in the US), and R35 Nissan GT-R. One thing that all the cars had in common was a showcase of serious horsepower. If Tokyo Auto Salon showgoers wanted to see custom engines, shiny intakes, big turbochargers, and lots of hoses, they needed only to visit the RH9 club.

9. Lexus IS F CCS-R (Circuit Club Sport Racer)

The Lexus IS F CCS-R is a specially tuned concept car that has been prepped for racing. Using a production IS F as the basis, weight has been taken down to 1,400kg thanks to carbon body panels and the power taken to 423ps and 51.5 kg/m of torque. The car has also been fitted with a full custom roll cage, 120-liter fuel cell, limited-slip differential, and slicks.

And yes, if you look closely, Gran Turismo creator Kazunori Yamauchi is in the blue in the upper right corner. With his endurance racing hopes, will the IS F CCS-R make an appearance at the 24 Hours Nurburgring race?

10. Pan Speed FD3S Mazda RX-7 Time Attack Car

In our recent feature on the Pan Speed FD3S Mazda RX-7, we gave a rundown on the specs behind the time attack car. A long time display car at the Tokyo Auto Salon, the RX-7 has developed over the years, gaining more horsepower, more body work, and more speed at Tsukuba with each appearance. We like the single-minded development toward a fast lap on track but are partial as well to the distinctive yellow and red livery.

In the Japanese time attack scene, Pan Speed stands tall as one of the heaviest of Mazda heavies. Their blazing yellow FD3S third-generation RX-7 and RX-8 have shown tremendous speed over the years, even as competitors have turned to carbon bodies and tube-frames.

One of the traditional Japanese Mazda tuners, alongside such companies as Knight Sports and RE Amemiya, Pan Speed has been working with rotary engines for years. Although the recent craze in the US is to swap in Corvette and Camaro-sourced LS V8 engines, the Japanese have stuck true with the Wankel rotary. Remember, American V8 engines aren’t exactly flooding the docks across the Pacific Ocean.

Saitama, Japan-based Pan Speed has been developing this Mazda RX-7 at the track for years, mostly as a demo car. Pan Speed’s bread and butter is maintenance, diagnosis, and prep for the regular Japanese vehicle inspection tests but they are also accomplished tuners, as evidenced by their Tsukuba Circuit lap times in the mid 50s range. To showcase their ability at tuning Mazda platforms, they have poured almost all their secrets into this chassis, which has made numerous appearances at the Tokyo Auto Salon and Super Lap time attack races.

The Pan Speed chassis remains nearly the same as production spec, although the frame has been seam welded and some seriously cool modifications have taken place on the front shock towers. Pan Speed first reinforced the towers and then cut large holes out of the tops. Then the coilover top hats were switched out for larger diameter, custom machined pieces, which spread the load out over the enlarged holes. The purpose of this is to allow faster swapping of springs at the track. Instead of removing a wheel and dissembling the front suspension, technicians can simply undo the top mount and lift the spring straight out from above. That’s track side engineering.

But the Pan Speed RX-7’s speed lies in more than just spring rate. Watching the car race around Eastern Creek Raceway, during the 2010 World Time Attack Challenge, was a lesson in rotary noise. Pushing more than 500hp from just 1.3-liters (or 654cc depending on how look at it – Ed.) requires either a big turbo or some wishful thinking. Pan Speed makes use of a custom built side-port rotary with a massive T04Z turbocharger. Hearing the titanium exhaust scream by on the front straight is impressive to say the least. Uncorked rotaries are notorious for ear-splitting snaps, pops, and screams, with an exhaust note that sounds like no other car.

Backing up that power is 265-width Dunlop 03G tires, covered by Pan Speed’s ultra-aggressive (and that’s putting it lightly) widebody kit. With a DTM racecar’s aerodynamically enhanced butt cheeks surgically implanted on to its rear end, the Pan Speed RX-7 could easily fit steamroller tires. But instead, the setup is built for a wider track and relatively narrow tires. Luckily for them, the Dunlop 03G is a treaded racing tire that is both softer and stickier than any full tread D.O.T R-compound in the US. We’ve driven on them and yes, you should be jealous.

From its fire-breathing engine to its $15,000 Hewland sequential transmission, the Pan Speed RX-7 is one serious time attack machine. Although the FD3S chassis hasn’t been produced for years now, it still has a loyal following amongst Mazda enthusiasts and appears Stateside in practically every other Gran Turismo race. The Pan Speed time attack racecar has never run in the US but we’d be interested in seeing how it would do. Our guess is, pretty damn well.



Engine

Pan Speed side-ported 13B rotary

Engine Modifications

Pan Speed 50mm custom exhaust manifold, 90mm custom titanium exhaust, intake U-bend pipe with twin circulators for boost control, triple-row radiator V-mounted with intercooler, air-separator tank, and oil cooler, GCG T04Z turbocharger, Blitz RC external wastegate, custom built Blitz v-mounted intercooler and twin solenoids for boost control (controlled by Motec), custom intercooler piping, custom air intake, custom oil catch tank, lightweight alternator and water pump pulleys, ATL racing fuel tank (in trunk), stainless steel braided fuel lines, 1,000cc/min fuel injectors, Motec M800 ECU (custom wired)

Suspension

Custom valved Ohlins adjustable dampers, Hyperco springs

Brakes

AP Racing master cylinder, Brembo Racing six-piston forged front calipers and four-piston forged rear calipers, Performance Friction two-piece grooved rotors and race pads, Braided brake lines

Drivetrain

OS Giken twin-plate clutch and two-way limited-slip differential, Six-speed Hewland sequential gearbox

Chassis

Pan Speed custom relocated front-strut tower bar and solid type bushings, Cusco top-mount spacers, custom roll cage

Wheels & Tires

Rays Engineering Volk Racing CE28N 10.5JJx18 +18, Dunlop 03G 265/40/18

The all-new Ford Fiesta RS World Rally Championship car was unveiled today, showing off its new livery colors, drive line-up, and drivetrain specs. The wraps were taken off at the 2011 Autosport International Racing Car Show in Birmingham, a traditional racing show for European teams.

The new Fiesta RS uses many of the same colors (blue, red, and green) that were present in the Focus RS WRC car, just with a bigger splash of white. Otherwise, the livery is pretty much business as usual. Abu Dhabi has remained with the team as principal sponsor as well, Ford’s teams will race as Ford Abu Dhabi World Rally Team.

The three car driver line-up will consist of Mikko Hirvonen, Jari-Matti Latvala, and new driver Khalid Al Qassimi from the United Arab Emirates.

The Fiesta RS is based on the FIA S2000-spec Fiesta and marks the new age of WRC cars, with setups designed to cut costs and lower speeds. The 2011 Fiesta RS WRC is all-wheel drive and uses a 1.6-liter turbocharged engine, based on the production car setup.

Ford reports that the full spec on the Fiesta RS will be released at the beginning of February. Testing will continue in Sweden next week ahead of the Fiesta RS WRC’s championship debut in Rally Sweden on February 10-13.

From Ford:

ALL-NEW FORD FIESTA RS WORLD RALLY CAR BREAKS COVER IN 2011 COLOUR SCHEME

BIRMINGHAM, 13 January 2011 – Ford’s all-new Fiesta RS World Rally Car was revealed in its 2011-specification today when the company unveiled the colour scheme that will adorn the car in the FIA World Rally Championship.

Team driver Mikko Hirvonen and Ford of Europe motorsport chief Gerard Quinn unveiled the livery for the eye-catching Fiesta RS WRC at the Autosport International Racing Car Show in Birmingham, motorsport’s traditional start-of-season showcase event.

Ford’s official WRC squad for 2011 also confirmed its new name and logo – it will compete as the Ford Abu Dhabi World Rally Team.

Title partner Abu Dhabi will continue its support throughout 2011 and its distinctive branding will also feature strongly in the new-look livery.  Abu Dhabi has been a team partner since 2007 and Emirati driver Khalid Al Qassimi will drive a third Fiesta RS WRC in support of team-mates Hirvonen and Jari-Matti Latvala.

The team will also be sponsored by Castrol, the world’s leading lubricants brand and a partner since 2005.  Branding for Castrol EDGE, its global range of best-in-class motor oils, will feature prominently in the Fiesta RS WRC’s livery.

BP, Castrol’s parent company, plans to promote the Castrol EDGE range of advanced synthetic oils, and demonstrate their strength to perform in the demanding surroundings of the WRC.

“The preview version of the car we unveiled in September at the 2010 Paris Motor Show was dramatic in its blue and grey livery, developed specifically for the show by Ford of Europe’s design team,” said Quinn.

“But now we have a fully finished car in a really eye-catching new livery plus a new team name, and excitement is building throughout the squad as we prepare for the opening round in Sweden next month.

“Ford’s designers and product development engineers have worked closely and efficiently alongside the expertise of our partners at M-Sport.  The aim was, of course, to produce a car capable of challenging for world championship titles, but one which also reflects the much-admired ‘kinetic design’ styling cues synonymous with Ford’s current road vehicles,” added Quinn.

Ford’s WRC challenger, derived from the best-selling Fiesta road car, has been developed by Ford of Europe and British-based rally partner M-Sport.  It is based on the Fiesta S2000 rally car, which won the legendary Monte Carlo Rally in January 2010 and other international and national rallies during the season.

The Fiesta RS WRC will form part of a new era in the world championship, for which a revised cost-effective formula is introduced this season.  It boasts four-wheel drive transmission and a 1.6-litre turbocharged engine, based on the new Ford EcoBoost road vehicle power plant, to comply with the new regulations.

The full specification of the car will be available at the beginning of February.  Testing will continue in Sweden next week ahead of the Fiesta RS WRC’s championship debut in Rally Sweden, the opening round of the series, on 10 – 13 February.

Colin Chapman, founder of Lotus, has often been credited with the quote, “to add speed, add lightness”. Whether or not he actually uttered those immortal words is unimportant; what we want to know is, would he roll over in his grave or get a proverbial semi after seeing this 1988 Toyota MR2?

With half of its sheet metal cut away, Mark English’s Toyota is, to say the least, an attention grabber. Originally built for the $500 crapcan challenge known as the 24 Hours of LeMons, this MR2 is still alive and still kicking on the racetracks of southern CA. We ran into English’s racer at the Streets of Willow track at Willow Springs Raceway and were determined to get to the bottom of the story.

OR: To start, who’s been involved in working on this project?

ME: Myself – LeMons driver for both events, owner of the car, and I built or helped build the engines. Noemi Castro – my girlfriend, who’s had to live with this beat car in the garage for all these years. Full-time pit crew, occasional driver, occasion mechanic, and full-time adult supervision. Steve Cho. It’s his fault! It was his idea to do the LeMons races. Event co-coordinator sounds like a cool title. And, of course, driver for both events.

Ready at Streets of Willow

Alex Villareal, aka “the neighbor”. Literally, my neighbor.  LeMons driver and engine builder for events.   Long time 4age tuner/driver. Wes Hamachi.  LeMons driver. Original suspension designer.  Semi-professional driver  (it shows in his time attack driving). Alex Pfeiffer. Built the cage for both LeMons races. Drove in the 2^nd LeMons race. Professional drifter. Owner of Battle Version

Steve Rodgers. Driver for the 2^nd LeMons race. Owner of SR Motorcars, where some car work was done. Matt Perkins. Driver for the LeMons race. Parts supplier. Geoff Weis. Driver in the 1^st LeMons race.  Long time AE86 driver. Andrew Liu. Driver in the 1^st LeMons race.  Longtime AE86 driver.

OR: What’s your background history with the car?

ME: Steve Choh presented the idea in 2007 to do a 24 Hours of LeMons race. For those unfamiliar, it’s a wheel -to-wheel race with a budget cap of $500 (the budget is unlimited for safety items and tires).  Steve assembled the team and we bought the car for $250 off of Craigslist. It had minor body damage and it wasn’t running. Alex and I tried to start it. The oil was low, so we topped it off. Then we brought the jumper box over to jump it.  Huge sparks!!! That’s when we noticed the oil puddle growing under the car. After looking under the car, we found that it put a rod into the starter. Doh!

OR: Tell us a bit about your own driving background.

ME: I saw street drifters in Japan while I was stationed there.  When I returned to the states in 2003, I bought my first AE86 and began drifting. Since then, I have been to many time attacks, gymkhanas, and drift events.  Most of the events I have attended were organized by Club4ag/Drift Association and/or located at Streets of Willow.  That place has it all.  My favorite is Horse Thief Mile.

OR: What was the timeline for the build on the MR2?

Tech inspections haven't been the same since

ME: When we bought it, it was in decent shape with a small dent in the rear somewhere and a small piece of bumper missing on the front right. Then the car was caged and gutted while Alex V and I built an engine from spare parts. We located that battery to the front of the car as well, to help with weight distribution.

The first engine ended up spinning a bearing at Streets of Willow. The neighbor and I slapped together another motor in no time (too quick).  Other than that, not much was done for the first race. We finished 11^th place out of 83. We were plagued with major water loss issues for the first day, but Bars Stop Leak finally cured our problem for the 2^nd day.

After the first race in July 2007, it pretty much sat around in the garage. I would daily it from time to time and I would take it to events here and there. We got together and organized another LeMons team and did another race in December 2007. This was at Thunderhill and it was cold. We finished 15^th (out of 67). We would have done much better (top 5 for sure) but were struck with a bad wheel bearing, penalized the last hour of the race, and had to sit out.

After the last race, I was stuck with a bunch of engine parts we had collected for the race but never used.  I decided to put some effort into the engine, and made it what it is (was) today.  I’ve also been taking it to many more grip and gymkhana events, and even drifting it. Thanks to Alex V’s crazy driving style during the Lemon’s races, we found out that it was not only possible to drift these things, but it did pretty good.

OR: What are some of the major modifications done to the car?

ME: Best bang for buck: relocated battery to front, removed rear bumper, major weight reduction applied to car all over, but mostly rear. The removal of the muffler (very heavy) and installation of a “fart can” on race days.

Suspension: Tokico Illumina five-way shocks (previously Blue’s). Ground control coilover kit with Eibach springs (all pulled from a junkyard Nissan Pulsar). Modified front tension rods to gain more caster and steering angle. Modified front coolant lines to gain more steering angle. Stock toe settings for grip. T3 camber adjusters supplied for LeMons races. -3 camber all around (will need a little bit more negative next event).

Transmission: KAAZ 1.5-way LSD.  It helps very well with low speed, tight drifts, and donuts.

Yes officer, it came like this from the factory..

Engine:  (new after LeMons) 7-rib block, 1^st gen 20v crank and rods (supplied by Wes), .25 over “Rock” pistons (free from co-worker), HKS valve springs, HKS 272/262 cams (I’ve had for years), Cometic head gasket, light port/polish of head, combustion chambers balanced/reworked for 10.4  compression ratio., lightweight crank pulley, and a Nitrous Supply N20 wet fogger system for 25-75 shot.

OR: So, how did the car end up in its current state (i.e. half a car)?

ME: I wrecked into a wall at National Orange Show (San Bernardino, CA) in spring 2010. I wrecked again at Stockton 99 (Stockton, CA) in fall 2010.  I had to cut/weld on a new front end to make it straight.  The rear had some major cosmetic damage but it didn’t need to be cut off.  I just wanted to. I was able to lose 50lbs.

OR: How much power does the car make and how much does it weigh?

ME: I’ve estimated it at 140 crank hp, in addition to a 25-75hp N2O shot.  It weighs less than 2000 lbs.  I have never accurately weighed it.

OR: How does the car feel when driving it and what are some of the big differences to when it was “new-ish”?

ME: Driving this car is a blast! It’s so responsive to every input.  It’s actually very easy to make mistakes and will punish you harshly for those mistakes. When “new” it wasn’t as responsive, didn’t bounce as much, the suspension was higher, softer, and longer travel. After the 1^st Lemons race, we modified the suspension, which was good but very bouncy.

I think the car was too light and/or the springs too stiff. Plus, we had Tokiko Blues, which couldn’t control the movement. I installed some junkyard Ground Control/Eiback springs and it didn’t improve. It was a little softer but still bouncy and the suspension would bottom out on large bumps. I recently bought Illuminas and many of the problems were cured: not as bouncy and less bottoming out. I’m thinking that I need a stiffer spring rate now. So, basically it still needs some work, but much better than stock.

OR: What are some of the best results that the car has gathered so far (and at what track)?

ME: Streets of Willow 4AG time attack: 1^st place, 2008. Nevada 4AG time attack/drift, 2009: 1^st or 2^nd place time attack, not really sure because the scoring was very lax and classes overlapped, and 2^nd place drift.  Behind Buffalo Bills Casino in Prim, Nevada. Super Gymkhana Racing Association (now defunct I think) 1^st place, 2007 (Balcony at Willow Springs).

OR: You finished 3^rd in the 4AG Time Trial event recently, how did that day go?

ME: Not very well. I wasn’t able to get a good run in the first two sessions, lots of traffic, and Corollas were off track. For the 3^rd session I upped the N20 to a 75 shot. I was having a very good run, with no traffic, when I broke the #2 piston ring land. I wasn’t able to continue because of the smokescreen behind me.  If given the time, I would have definitely improved on my times.

On track with the MR1/2

OR: What would you like to say to other people who may suddenly get the idea to cut off half their car’s body after reading this?

ME: Get a tetanus shot. Seriously though, you need to have a dedicated parking spot and trailer.  I can drive my car on the street without breaking too many laws, but eventually one of those times I’m going to get pulled over. I’d rather not have it when going to the track.

Also, if you do decide to cut, it will look ugly and it may not be as much of a performance gain as expected. My entire trunk area dropped 50lbs.  I was expecting more.

OR: What do you have planned for the future with the car?

ME: 4agze swap. I’m working on it as we speak.

OR: If you can sum up the build and project in one short sentence, now that’s it’s pretty much completed, what would it be?

ME: The cheapest, most fun, and competitive car I’ve ever owned.

OR: Any last thoughts you want to add?

ME: I would like to thank my girlfriend Noemi for putting up with this car. And I would also like to thank the LeMons crew for getting me into the car and for the great memories.

Sandwiched into a busy Tokyo city block is a fairly nondescript glass-lined building, the headquarters of Nissan Motorsports International, otherwise known as Nismo. Nismo’s Super GT racing team, Omori Factory customer service center, parts development team, and main office are all housed in this complex.

Photo by Chris Jue

From the industrial gray to the square, business-like architecture, Nismo HQ screams Japanese office professionalism. Aside from the Nismo logos, there’s little fanfare on the outside of the building to alert you to what lies within.

The simple title on the outside buoys a block that features such common Tokyo accoutrements as a train station, multitude of vending machines, twisting expressway and a series of restaurants, all featuring whimsically colorful and enticing menus. We’re sure that not a single soul bats an eye when the trucks come in to shuttle the Super GT racecars to their next race.

Stepping through the front door, we catch a glimpse of the current Nismo lobby piece, the #32 R390 that fought it out at Le Mans in 1998. Sitting in front of a wall adorned with Nismo’s racing medals, the R390 wears all of its battle scars still, a testament to the gritty, real world look that should be on any real racing machine.

Directly to the right of the R390 is the entrance to the Omori Factory. Open to the general public, the Nismo Omori Factory gains its name from this particular building’s location in the Omori district of Tokyo, the birthplace of film director Akira Kurosawa.

The Omori Factory is a full service maintenance, upgrade, and retail shop run fully by Nismo. You can bring in your Nissan vehicle for an oil change (with more Nismo Veruspeed oil than you’ll ever see sitting in one place) or a clutch upgrade and be sure that Nismo technicians did the work correctly.

During our visit, a new Nissan 370Z sat on a lift, shadowed by a limited run R34 Skyline GT-R Z-Tune.

Photo by Chris Jue

Customers wait for their cars in a simple, neatly appointed lobby area, complete with a large glass viewing window that allows them to scrutinize the Nismo mechanics at work. The lobby also happens to sell every manner of Nismo product. Silvia and Stagea-specific magazines sit next to shift knobs, turbochargers, gauge clusters camshafts and steering wheels.

Parts that would require an eight-month wait in the US, and almost as much time to pay off, sit idly by for sale. Nismo employees, accustomed to seeing these parts day in and day out, don’t seem to understand when we explain to them the rarity of these pieces in the US.

The actual shop floor is small by American standards, featuring only a few two-posts lifts and little space for anything else. But, like many things Japanese, what available space there is has been maximized to the limit.

Snap-on roller chests are flanked by HKS and Nismo boxes, with bright lights overhead mirroring off of the ultra-clean epoxy floor. Multiple receptacles exist for every conceivable waste and not even a single stain or drop of oil can be found on the ground. If only such places existed in the US.

<<< Continue to Nissan Heaven – Nismo Omori Factory – Part 2 >>>

Mazda often makes the claim that, on any given weekend, there are more Mazdas on the road-race tracks of America than any other brand of vehicle. Visit a random track day, club race, or pro race and you’ll bear witness to the validity of that statement. In the US, MX-5 Miatas, RX-7s, RX-8s, and other Mazda-powered vehicles are a common site at the track. Not even mentioning the massive growth of the Spec Miata class, Mazdas are involved in formula, prototype, touring car, and GT racing the world over. We took the chance to catch up with the folks at MAZDASPEED Motorsports to talk to them about their 2010 season and their announcements for 2011.

Dyson Racing's Mazda MZR-R Lola LMP at Petit Le Mans

OR: Many weekend racers are talking about the B-Spec race series announcement from PRI and the 25 Hours of Thunderhill race. Do you see a lot of momentum behind the Mazda2 formula?

MM: The reaction has been very strong, both at Thunderhill and PRI, as well as the resulting web chatter.  In addition to the support of sanctioning bodies, we have been approached by tracks interested in buying fleets of the new cars as an affordable driver training vehicle.

OR: Honda is on board with their Fit but there are a lot of other b-segment cars that aren’t commonly raced. Are other manufacturers interested in participating?

MM: Yes, Nissan even added a quote to our joint release at PRI.  A number of other car companies are calling us, asking for details.  Our goal is to be as inclusive as possible.  The more cars that are eligible, the better for everyone.

OR: The car seems to be built for close and cheap racing, yet still utilizes a new chassis. How much would an estimated budget be for the car?

MM: The final price has not been set as we develop the final rules, but our goal is to have cars that are ready to race for under $25K.  Of course as used street cars become available, and given the DIY skills of racers, that price could come down considerably.

Patrick Dempsey behind the wheel

OR: How does that compare against campaigning a car such as a slightly older MX-5 Miata?

MM: It’s all a matter of preference.  Some racers will prefer a more traditional rear-wheel drive car like a MX-5 Miata, while others will want to be in the newest class with the newest cars.  There is no one price to build a Miata to race as you could build a Spec Miata for under $10K, or spend much more to race in EP or FP.

OR: Another important announcement from the 2010 PRI Show was the addition of the Mazda Road to Indy program. How does that affect the MAZDASPEED Motorsports Ladder program? Is it now conceivable for a driver to come from club racing all the way up to top-tier open wheel racing?

MM: It’s the perfect compliment to the open wheel side of the MAZDASPEED ladder.

OR: With Chevy returning to the INDYCAR series, does Mazda have any plans to field or support a team in the open wheel series?

MM: That’s easy — NO. Go to a SCCA or NASA club event and we outnumber Toyota, Honda, and Nissan combined.  With so many Mazdas being raced it’s easy for people to forget that we are a very small 2% market share company on the road.  We are a small company and need to be very careful with limited resources.  While we are big fans of the Indy 500, to build a Mazda for the series would mean drastically slashing other racing programs.  The Mazda niche is in grassroots and a bottom up philosophy.  The Mazda Road to Indy matches that philosophy while living within our means and resources.

OR: With the year just about to end, what were some of the biggest highlights or success stories in the MAZDASPEED Motorsports 2010 season?

MM: Obviously the amazing team effort in Rolex Grand-Am GT was the highlight.  Mazda took the manufacturers championship, our teams finished 1-2, and our drivers took 1-2-3-4.

OR: What were some of the low points during 2010?

MM: Seeing talented drivers sitting out for lack of resources.  The business struggles are why Mazda has taken to producing free business seminars for racers at venues like the recent Performance Racing Industry Trade show in Orlando.  We want to grow the grid sizes in our ladder series.

Charles Espenlaub & Tri-Point Engineering

OR: Mazda has always been proud of the fact that more of their cars are at racetracks each weekend than any other brand. Did that hold true in 2010?

MM: Absolutely.  We scored a new record at the SCCA Runoffs this year.  Biggest starting field ever.  60 cars took the green flag in Spec Miata.  The Mazda market share at the runoffs is #1 and has increased the past four years.

OR: Patrick Dempsey’s driving efforts with Mazda this year also gathered lots of news. Had he progressed well as a spokesman and driver throughout the year?

MM: Patrick teaches us about being a spokesman!  Patrick is amazing.  What people need to understand is just how serious he is about all aspects of the sport.  The challenge for Patrick is when he misses races for filming obligations.  Like any driver, the best thing to maintain your skills is seat time.

OR: Longtime Mazda team Tri-Point Engineering changed from World Challenge road racing to time attack during 2010. Did Mazda want to see a larger push into the growing youth area of “unlimited” modification time trials?

MM: The variety of hardware found at a time trial is impressive.  For Tri-Point it’s a great way to showcase their talents in front of potential customers.

OR: The Mazda-powered Dyson Racing ALMS LMP finished just off the podium in the team championship this year. How did that program go?

MM: Obviously we had more than our fair share of bad racing luck in ALMS.  We led more races, including our home race at Mazda Raceway Laguna Seca, but failed to generate the wins we would have liked to see.  The win at Mid-Ohio showed that the car and team are capable of winning.

B-Spec Honda Fit and Mazda2

OR: Will we see any changes in the car or team for 2011?

MM: You’ll need to wait for announcements from Dyson on that front.  We are still three months away from Sebring.

OR: Any last words that you’d like to pass on to the racing hopefuls out there?

MM: If you think you might want to try racing, there are three great ways to do so at minimal cost and risk.  The best approach is to take a class with the Skip Barber Racing School.  The skills they teach you can also help you avoid an accident on the road.  There are two other great ways to get competitive with your street car — off the road of course.  We encourage participation with autocrosses and solo events like those staged by the SCCA as well as the High Performance Driving Experience with NASA.

Even with a recovering economy, 2010 was a great year for gearheads. There was big news in F1, ALMS, and rally racing (check out our Top 10 list here – Ed.) and lots of new car releases that show that manufacturers still care about performance. New Mustangs and Italian compacts are great, but they can be even better once they’re raced. Before the start of the 2011 season, let’s take a look back at some of OR and Photography Editor Aaron Kupferman’s best images from 2010.

1. Brass Monkey Racing R35 Nissan GT-R

One of the only GT-R road racing teams in 2010,Brass Monkey Racing fielded a pair of orange Nissans in the SCCA Pro World Challenge series. Here, the #97 GT-R is turning a corner at the Toyota Grand Prix of Long Beach street course.

2. Gymkhana Grid

You couldn’t make it through 2010 without hearing the term “gymkhana”. Rally racer Ken Block popularized the sport, which is a combination of autocross and spin turns, with online videos and then put on the first Gynkhana Grid event in December. His mighty Ford Fiesta would lose to Tanner Foust’s X-Games Ford.

3. Audi Quattro Concept

One of the most highly anticipated concepts unveiled in 2010 was the Audi Quattro Concept. Futuristic design, actually lightweight, (2,866 lbs), and packed with a turbocharged five-cylinder engine. Shot at the Los Angeles Auto Show.

4. Rahal Letterman Racing BMW M3 GT2

BMW fans got something to spray Internet web boards with when the M3 GT2 was released. Run in the US by Rahal Letterman Racing in the ALMS, the M3 GT2 was V8-powered and re-sculpted in all the right places. It also didn’t hurt that the team and car would take the 2010 ALMS Manufacturer and Team championships. Shot at Road Atlanta.

5. American Le Mans Series

The ALMS showcased some of the best racing all year, thanks to solid teams and some interesting structuring of its multiple classes. Here, the Falken Tire Porsche 911 GT3 RSR battles the Chevy Corvette C6.R GT2, all while passing a Porsche GTC-class 911. Pictured at Mazda Raceway Laguna Seca.

6. Dyson Racing Mazda LMP Coupe

As Mazda’s most high-profile supported race team, Dyson Racing saw a lot of action during the 2010 ALMS season. Their Lola chassis, weighing in under 2,000 lbs, was powered by the 500hp+ turbocharged Mazda MZR-R four-cylinder engine, much to the disappointment of rotary fans. Shot at Road Atlanta/Petit Le Mans.

7. N1 Concepts Honda S2000

Time attack is all about the one perfect lap and its open nature appealed to tuners and weekend enthusiasts, continuing on in 2010. N1 Concepts adapted their naturally aspirated ex-J’s Racing Honda S2000 and set a few very fast times with driver Andrie Hartanto. Shot at Auto Club Speedway.

8. Rodeo Drive Concours D’Elegance

The 2010 Rodeo Drive Concours D’Elegance featured fancy cars in an even fancier setting – Beverly Hills, CA. We couldn’t afford a thing on hand but the show had some truly historic and rare cars on display, along with this Porsche 911 GT3. Shot in Beverly Hills, CA.

9. Aston Martin LMP1

Aston Martin’s LMP1 racecar, officially known in nerd-speak as the Lola-Aston Martin B09/60, is a 6-liter V12-powered closed-top prototype that marked the British marque’s return to Le Mans. Shot at the 2010 Toyota Grand Prix of Long Beach.

10. Flying Lizard Porsche 911 GT3 RSR

One of the most dominant Porsche racing teams in the US, Flying Lizard Motorsports took the 2010 ALMS GT Drivers’ Championship at Petit Le Mans. Drivers Joerg Bergmeister and Patrick Long are scheduled to come back for 2011. Shot at Mazda Raceway Laguna Seca.

11. ALMS Porsche GTC

Offering one more way for rich and starving hopefuls alike to professionally race in front of a TV audience, the ALMS’ Porsche GTC series was made up of rules-limited Porsche 911 GT3s. Since all the cars run a similar power-to-weight ratio and Yokohama slicks, the racing came down to the drivers. Shot at Road Atlanta.

12. Rhys Millen’s Hyundai PM580

Built for the 2010 Pikes Peak International Hill Climb, Rhys Millen’s Hyundai PM580 looked more like a prototype racecar than a rally machine. Using a 700hp+ engine and LMP aerodynamics, Millen attempted to take the overall record at the hill. Mechanical troubles prevented him from going 100%. Shot at 2010 SEMA Show – Las Vegas, NV.

13. Chevy Corvette C6.R

Having moved into the ALMS GT2 category to take on the Ferrari F430 and Porsche 911 GT3 RSR, the Chevy Corvette C6.R continued the racing effort of America’s “supercar”, winning the Petit Le Mans endurance race. The company behind the development, Pratt & Miller, will also be handling the Cadillac CTS-V World Challenge program in 2011. Shot at the Toyota Grand Prix of Long Beach.

14. ALMS Technical Inspection

Pro racing series require pro-level rule enforcement. Since longtime racing engineers have all built up a storehouse of cheating and “rule bending” tricks, scrutineers have to be even more thorough. Here, the BMW M3 GT2 is put on a portable lift and its underside is checked by an ALMS/IMSA tech official for straightness and ground clearance. Shot at the Toyota Grand Prix of Long Beach.

15. Patrick Long

America’s only factory Porsche driver had a great year in 2010. Although dabbling in NASCAR, Long still found great success driving Porsches. He would take the GT Drivers’ Championship with Flying Lizard Motorsports. Shot at Mazda Raceway Laguna Seca.

(c)Stev Bonhage/Red Bull Photofiles

1. Sebastien Vettel becomes youngest Formula 1 world champion ever

It was only a matter of time. After destroying as a test driver, Scuderia Torro Rosso racer, and Red Bull Racing team member, Vettel became the 2010 F1 World Champion at the Abu Dhabi Grand Prix. His qualifying pace and race speed during 2010 were never questionable subjects but some doubted his maturity and ability to thrive under pressure. By keeping a level head and driving some great races towards the end of the season, Vettel was able to beat rival Lewis Hamilton and teammate Mark Webber in the race for the championship. At 23 years of age, Vettel beat Hamilton by five months for the “youngest” title.

(c)Brian Nevins/Red Bull Photofiles

2. Travis Pastrana heads to NASCAR

After making a big splash in motorcross and helping to bring rally racing into the American public eye, Pastrana is moving to NASCAR. The racer, always known for his daring tricks and no fear driving style, will be owner and driver of Pastrana-Waltrip Racing in 2011. As part of this partnership, this means that Pastrana will be driving Toyota Camrys provided to him in partnership with NASCAR racer Michael Waltrip. Pastrana is supposed to run in at least seven NASCAR Nationwide series races in 2011 and might continue on in rally racing.

To car racing fans, Pastrana is best known as the Subaru rally driver who brought the sport into the mainstream. Subaru has since ended its contract with Pastrana, although he may return to rally for one-off events.

courtesy of Audi

3. Audi takes 1-2-3 at the 24 Hours of Le Mans

It all went according to plan. Ten years ago, Audi decided to enter Le Mans and the ALMS series with a top-level prototype. Their R8 racecar took five wins out of seven races at the 24 Hours of Le Mans and then the R10 TDI continued that streak. They even made one of the best car racing documentaries of all time out of it.

But once the R15 TDI debuted, the competition became fierce from Peugeot and the 908 HDi FAP. With a serious effort and budget from the French team, Audi was expected to finally turn over the crown as the top team. After playing catch-up to Peugeot in practice and qualifying, Audi stayed close to its formula of reliability and steady, quick pace. The end result was a complete sweep of the podium. Audi recently pulled the wraps off of the R18 racecar and aren’t looking to stop any time soon.

by Aaron Kupferman - Motorsportlens.com

4. Jeff Zwart sets new 2WD record at Pikes Peak

In recent years, the biggest news coming out of the Pikes Peak International Hill Climb has been Monster Tajima’s repeated efforts to take the overall record in his Suzuki and the growing paving of the course. Until this year. Successful photographer and TV commercial director Jeff Zwart brought his Porsche 911 GT3 Cup to the hill and strapped on a set of Pirelli rain “wet” slicks. The end result was a Time Attack 2WD class time faster than even the Time Attack 4WD winner. Zwart’s run, captured by a series of HD cameras, would eventually explode across the Internet, bringing more exposure than any other car entered.

(c)Vesa Koivunen/Red Bull Photofiles

5. Kimi Raikkonen rocks the WRC

Considered one of the fastest racecar drivers on Earth, Raikkonen had a lengthy and top-tier Formula One career ahead of himself. As the 2007 World Champion, the then-Ferrari F1 driver could have found himself at any number of top teams. But in a surprise move, Raikkonen decided to leave F1 and joined the WRC full-time in 2010. Driving for the Citroen Junior Team, Raikkonen was put into a Citroen C4 WRC and paired with co-drive Kaj Lindstrom. Showcasing his ability and long-time rally experience (he is Finnish, after all – Ed.), Raikkonen took one rally win and multiple top ten finishes. Raikkonen is expected to stay in the WRC for 2011 although the team has not been finalized at this point.

by Duane Uyeda

6. The downfall of World Challenge

The SCCA Pro Racing World Challenge series was at one time the undisputed top touring and GT car series in the US. It was the place where manufacturers such as Acura, Mazda, Cadillac, Audi, and Volvo came to battle it out with $100,000+ factory-backed racecars. But as the economy began to turn south, and World Challenge lost its Speed TV backing, it became harder and harder for manufacturers to justify building $150,000 touring cars.

Teams such as Tri-Point Engineering and Champion Audi, always racing in the mid-2000s, were no longer present in 2010 and World Challenge was forced to change the rules to be more budget friendly. A new class appeared in 2010, GTS, which allowed the use of older touring cars, as the newer cars were much more limited in modification. Cadillac has announced its intention to return to World Challenge with the new CTS-V and with the Versus TV package still in place, we hope that World Challenge can find its way.

by Aaron Kupferman - Motorsportlens.com

7. Tanner Foust dominates everything sideways in America

Practically setting the blueprint for the mainstream racecar driver, Foust had a banner year in 2010. Setting himself up as one of the most famous racing personalities in the US, Foust came 2^nd in the Formula Drift championship, 1^st in the X-Games Rally and Super Rally races, beat Ken Block at his own game, did the Race of Champions, drifted Mulholland, drove supercars on TV, won the first RallyCar rallycross race, and starred in Top Gear USA. Does this guy ever sleep?

courtesy of BMW

8. BMW M3 GT2 art car at Le Mans

V8-powered, sculpted, and extremely badass, the BMW M3 GT2 already saw success worldwide before the 24 Hours of Le Mans. For the 2010 race, BMW decided to do something different and called up artist Jeff Koons. Best known for abstract works that look like giant balloon animals, Koons created a striking M3 that looked fast even when it was sitting still.

Andy Warhol made the BMW art car concept famous in 1979 and fans were excited to see how the modern reboot would fare. After all, the racecar was already proven; it just looked a lot better for Le Mans. Unfortunately, the #79 BMW M3 art car retired early and didn’t finish the 24-hour endurance race. There’s always next year.

by Christopher Jue

9. D1GP and Japanese drifting near death

Although drifting is still uber-popular in the US and is growing quickly in Australia and Europe, it was born in Japan. With their cheap, turbo, rear-wheel drive Silvias, Supras, and Cefiros, the Japanese street racing scene took to the hills and practiced the best part of rally racing. Their technique would eventually spawn an entire pro series, D1GP, which amazed and inspired young men the world over.

But as the world began to catch on to drifting, it also began to move away from the Japanese scene. D1GP has been unable to re-create another successful US event for years and news of its Japanese events rarely goes international. The latest blow came when it was announced that founders Keiichi Tsuchiya and Daijiro Inada would be leaving the series, possibly to start another.

courtesy of ESPN Images

10. Rally racing gets the US recognition it deserves

This last milestone is hard to judge but it’s one that we’ve been looking forward to for a long time. We’re huge fans of rally cars jumping blind crests, sliding sideways through dirt, and flying over ice. But America has never really been a rally racing country. We think 2010 is the year that it’s all going to change.

Rally racing has been around of decades in the US and the X-Games has had a rally category for years. But 2010 marked the point at which the mainstream public sat up and took notice. In 2010, rally was everywhere. It was at Pikes Peak, X-Games Rally, X-Games Super Rally, RallyCar, in video games, and the RallyCar rallycross in New Jersey. The key was rally racing’s marketing push as an “extreme sport”. This was due in no small part to the names attached to it – Ken Block, Travis Pastrana, Dave Mirra, and Bukcy Lasek. Block’s series of Gymkhana videos, viewed tens of millions of times, even helped push his effort into the WRC with Ford.

OR: 2010 marks the third consecutive victory for you at the 25 Hours of Thunderhill. Endurance racing is a conglomeration of many things, but mainly consistency – both in the car and in the driving. How have you managed to stay on top?

TM: To finish a 25-hour race is tough when you consider how hard the car is being pushed and how long the team is working. To win a 25-hour race is a huge accomplishment for the entire team but to win a 25-hour race three years in a row is massive!

The drivers and crew can’t make any mistakes in order to win the 25-hour. One mistake could either end your race or put you many laps down, which can be hard to recover from.

Racing the Lotus Exige in World Challenge

OR: Cooperation amongst team drivers is essential to winning in an endurance race. How was the experience racing alongside the new drivers this year?

TM: I won with the same drivers in 2008 and 2009 so I was a little concerned coming into this race simply because I didn’t know them that well, except for C.J. [Texas Rangers pitcher C.J. Wilson].

In long races like this you always worry about drivers getting caught up in their own agendas, like getting a fast lap and things like that. We had a team meeting before the race and I talked about how important is was to not make mistakes and everything else is just secondary. To win the E1 class, you are pretty much driving all-out for 25 hours. If we can go quick and not make mistakes, even better.

OR: Was it difficult to find the proper setup for all four drivers?

TM: It can be difficult to set up the car for four different drivers simply because everyone wants it to be fast. But you want the car to be fast and easy on the tires at the same time and a lot of fast setups eat up tires. Tire management is very important in endurance racing and you also need a car that’s comfortable for everyone to drive, which will help us reach that goal of no mistakes.

OR: How’d you get stuck with the 1 AM – 6 AM stint? Draw the shortest straw on that one or was it just part of the strategy?

TM: I defiantly didn’t draw the short straw! I started the race, so I knew that I would be back in around 1AM and I’ve always been comfortable driving at night. Before I even got in the car we knew that I was going to do at least a double stint, which is three hours. I was open to even doing a triple stint, which I’ve done the past two 25-hour races.

The track was still wet before I got in the car but we couldn’t see any more rain coming for a while so I told them to put on the slicks. When I got in the car we were 2^nd in class, six laps down to the leader, and 10^th overall. It was tricky at first but the track eventually got a dry line. But it never dried off-line, which made passing very hard!

By the time my 2^nd stint was ending the track was getting worse so we decided to keep me in the car since I was used to the conditions and making up ground on the leader. Anytime you put in a new driver it takes a few laps for that driver to get up to speed and even more so at night, in the rain, and bad conditions. By the time my 3^rd stint was over I was spent and ready to get out of the car.

Driving all out for five hours in the rain can be exhausting and it was! I had made up all the laps and passed the leader to take over first in class. I even made it up to 3^rd overall, which is crazy because the classes above ours was filled with Porsche Cup cars, DP cars, and prototypes!

Winning the 25 Hours of Thunderhill E1 class

OR: How did the wet conditions affect your race?

TM: I think they helped our race because all the drivers did awesome. We also changed to wets and back to drys at the perfect time and I think a few teams were caught out by the rain. Plus, we are the only team that had a drifter. Hehe….

OR: This year, you raced the same Mazda MX-5 that you won with in 2008. Did you choose the car/team because it has already proven it can go the distance?

TM: This year C.J. and I decided to drive together and since he ran with MER last year, it made the most sense to run with that team. And since I ran and won with MER back in 2008, I was excited to get back there and try for another win.

OR: You also compete in Formula Drift, time attack, and World Challenge. How would you compare enduro racing to these other series?

TM: Endurance racing has zero similarities to drifting but has some similarities to time attack and even more similarities to Word Challenge racing.

I would say the similarities between time attack would be that you are trying to get everything out of the car but in endurance racing you are trying to get everything out of the car for the current situation or condition.

Whether you have to drive around a mechanical issue or weather condition, you are still driving hard. Like World Challenge, you need race craft and need to be aggressive but smart when dealing with traffic but in endurance racing you have more time to be patient.

OR: Describe the driving styles and strategy you use between these different series. You’ve said that drifting and road racing are like basketball and golf – could you elaborate?

TM: I like to use the analogy “basketball to golf” because you are trying to get a ball in the hole, you just do it differently. In racing, you are trying to stay at the car’s limit as best you can without going over it and without going under it, which is a very fine line. In drifting, you are trying to keep the car past its limits and the further you get past the limits, the more angle and impact you get out of the car.

OR: World Challenge at Long Beach – you won the GTS class in a Lotus Exige. This was the first win for Lotus at Long Beach since Mario Andretti won in an F1 Lotus in the late 70s. You’ve called the Streets of Long Beach the “American Monaco”. What makes that win so special?

TM: There is so much racing history at that track, going back 35 years. So just racing on that track is a great feeling and to win on top of that is something I’ll never forget. The fact that I did it in a Lotus, which hasn’t been back to victory lane at LB in a very long time was a big accomplishment for the entire team.

OR: World Challenge pits many different setups against each other in a multi-class on-track battle. Does the low power, yet nimble Lotus require a different driving style to get the most out of it, especially when compared to something like an ALMS Porsche?

TM: When racing, I’m always trying to minimize mistakes that might slow me down and when racing a lower HP car it becomes first priority. I drive an ALMS Porsche the same but you can get away with making a little mistake because you have the power to get you out. In a lower HP car, any corner leading onto a long straight becomes a little more important

OR: Although you only participated in 3 races of the World Challenge in 2010, you placed high enough in each to clinch fifth place overall. Will we see a return to WC in 2011?

TM: We had a good showing in the three races we did. Two poles, one first, and two seconds. Not bad but we wanted to do more to go for the championship. A sponsorship deal fell through so our season was done. We are working on coming back to World Challenge with Lotus as we speak. It looks like we will be doing the four west coast races and if we can find more sponsorship, we will do the full season.

Drifting the Falken 350Z in Las Vegas

OR: You had a lot more success in road racing this year than in drifting. What do you attribute this to?

TM: Ummm, That’s always a tough one to pinpoint! I finished 3^rd in the 2009 Formula D Championship, so I came into 2010 putting a lot of pressure on myself to win the Championship and made some mistakes because of it. We also moved some people around at Team Falken and I think I had the hardest time adjusting to it, which didn’t help my cause. Racing truly is a team sport!

OR: How do you feel this season has gone for you career-wise? What areas do you feel you need improvement in and where have you excelled?

TM: I don’t think it helped or hurt me career wise. But I do think it reminded people that I can race any car, any series, and win! I want to be known as the driver that could win in anything.

One thing I would love to change is the amount of drifting practice I get. I don’t own my own drift car so the only practice I get is at Formula D events. Some events we only get 5 practice runs before qualifying, and that make it tough!

OR: What can we expect from you for the 2011 season? More road racing? Drifting? Maybe a little of everything again?

TM: I hope a little of everything! At this point, I’ll be returning with Team Falken Tire in a brand new Z for Formula D. I’ll be racing in a handful of races in the World Challenge in the new Lotus Evora Cup car. I’m also working on a deal that is 90% done to run a full season in Grand Am. So if everything works out, my wife is going to hate me because I’ll be racing a lot!

For the past couple of years, the giant on the time attack scene has been the HKS CT230R Lancer Evolution VIII. A 2,200lb carbon fiber, all-wheel drive beast that makes more than 550hp out of a built 2.3-liter 4G63 turbo engine, the HKS Evo has run a 53:589 at Tsukuba Circuit in Japan and a 1:43.523 at Buttonwillow Raceway. For both runs, overall records at the time, HKS employed Nobuteru Taniguchi, a Super GT race driver.

When any car runs a quick time or wins an event, comparison to the HKS Evo is inevitable. But those records were set in 2007 and three years is a long time in racecar engineering. In the US, the Sierra Sierra Enterprises Lancer Evolution VIII and FX Motorsports Development Acura NSX, driven by David Empringham and Billy Johnson, respectively, have since beaten HKS. They are the undisputed heavyweights of the American scene.

In Japan, at the most recent RevSpeed Tsukuba time attack, only one car came out on top of the HKS Evo. It was the rear-wheel drive Revolution FD3S Mazda RX-7, driven by Yasushi Kikuchi. A Super GT, Super Taikyu, and endurance racing driver, Kikuchi set a 53.673, a tenth off of the HKS time. The team claims that there is more left in the car, which is itself a tube-framed, carbon-bodied GT look-alike.

We’ll have to wait until all four heavies are on track at the same event during the same day (World Time Attack, anyone? – Ed.) to see who is truly the fastest man. But in Japan, like a boxing match, everyone is eager to see Kikuchi go up against HKS.

We caught up with him at Buddy Club HQ after he drove their 812hp Nissan GT-R at Willow Springs to talk to him about racing, driving cars, and the US.

OR: What is your driving background and history?

YK: My name is Yasushi Kikuchi. I am a Japanese professional race car driver. I have been racing professionally for twenty years. I have been around cars all my life since my family had an automobile related business. As a child, my big brother had been into racing and I would follow him to various racetracks. So it was natural that I started to get involved in racing such as karting and motocross, eventually moving into automobile racing.

Driving the Buddy Club Honda Civic

OR: What are some of your career highlights?

YK: Personally, I think the highlight of my career was the opportunity to race overseas. The most memorable was my involvement in the 24 Hours Nurburgring race. I have raced there eight times and with each lap being 25km long, I consider it one of my greatest career achievements.

OR: You race in many different series – Super GT, Super Taikyu, endurance, 24 Hours of Nurburgring, and time attack. How do they compare?

YK: Each type of race has large differences, with Super GT being the most prestigious race category in Japan as well as having international recognition. The Super GT cars are engineered to a very high level. Super GT is an endurance race, which includes two drivers and involves 100% concentration and strength at all times. Even the smallest mistakes have an effect in the outcome. It’s very well organized and extremely competitive.

There are lots of long endurance Taikyu races as well. Each driver’s mistakes have to be kept to a minimum. I like the fact that the driver, machine, and the entire team have to work harmoniously in order to produce good results.

Recently, I have had many opportunities to be involved in time attack in Japan. It’s filled with excitement and a test of nerves. Putting everything on the line for a single lap is exciting as well as driving a machine in its optimal condition to its absolute limit.

OR: There are so many different levels of prestige and budget in racing. Is any one type of racing more difficult or rewarding than another, as a driver?

YK: Since I live in Japan, the Super GT is the most rewarding. There are lots of spectators and fans, and highly technical supercars battling. Even watching the Super GT is fun for me but, of course, being able to drive is more exciting. The adrenaline and nervousness while racing makes the Super GT series the most rewarding.

OR: You’ve driven many different cars over the years including the GT500 Endless Nissan GT-R and the Super Taikyu Ohlins Lancer Evolution wagon. Is there any type of car that you prefer?

YK: The car that I enjoyed the most was the R35 Nissan GT-R. My very first car was a R32 GT-R, which I took street racing a lot. I fell in love with the power and all-wheel drive traction that it provided. The GT-R will always have a special place in my heart.

The R35 is very different from its predecessors though. It’s electronically regulated plus it has more displacement and power. But the car is very fast. The change in the R35 is the paddle shifters, which makes it extremely easy to drive. However, it’s very difficult to be competitive in one.

In an analog type of vehicle, such as the R32, R33, and R34, lap times were fully dependent on the driver. It was possible to get good lap times if the driver increased his will and capability.

In terms of the R35, you have to learn to communicate with the electronic aspects of the car while racing. It requires the driver to work together with the various electronic controls, in order to get fast lap times. This is the most challenging and fun factor of the R35.

OR: How about the difference between driving all-wheel drive, rear-wheel drive, and front-wheel drive?

YK: As a professional driver, it is very important not to be good at just one drivetrain configuration but all equally. I have driven all kinds of vehicles in various races and personally, I tend to favor the AWD platform. The thing I like the most is that the traction characteristics are far superior in the AWD configuration.

OR: Let’s talk about time attack for a bit. You recently drove the Revolution FD3S Mazda RX-7 at Tsukuba to a time of 53.6-seconds, just a tenth of a second behind the HKS Evo’s overall record. How was that car to drive?

YK: Three years have passed since the car was built and our initial objective target was the 54-second mark. Every year the machine would evolve and progress. This time, every condition and variable aligned in our favor, ending up with a 53.6 lap time.

Buddy Club Nissan GT-R in the wet

OR: With a carbon body and tube chassis, the FD sounds almost like a Super GT racecar in terms of build. Did it feel like driving a Super GT racecar?

YK: If you have seen the car, you can easily tell that the exterior resembles an GT car. The amount of downforce it produces is astounding. I think that this machine is in between the ranks of a time attack car and an actual professional race vehicle.

However, the tires we ran on the machine were S-tires, made for street cars. Adapting to the tire compound and structure characteristics was very difficult. The extreme aerodynamic downforce made up for this, and driving it calmly rather than aggressively was the key to its success.

OR: How does that car compare to the Buddy Club R35 Nissan GT-R?

YK: The Buddy Club R35 is essentially a street driven car with minor weight reduction modifications. It does have 800hp but it’s still a street car. It was an absolute pleasure to experience an 800hp R35 and it was very fast.

OR: The GT-R has its full interior and no extra aero beyond stock. How did it feel to drive, especially with the pouring rain?

YK: The car is still considered heavy. The trick when cornering is to properly transfer weight to the front, make the turn, engage the AWD characteristics out of the turn, and lastly utilize the 800hp acceleration. By using this technique, the R35 is capable of getting low lap times.

OR: Was it difficult or scary to drive with that much power in the high-speed sections of the wet track?

YK: It was unfortunate that the track conditions were wet. I was a bit nervous about jumping in an 800hp vehicle on a wet track but the Toyo tires helped out a lot. The performance of these tires was very high. I wouldn’t say it was easy but the car was absolutely stable and wasn’t scary at all.

The suspension performed great in the rainy conditions, since it wasn’t setup too hard. I softly applied the vehicle roll, carefully managing the traction at the turns. Overall, it was very easy to drive in the rain because I had a great suspension setup.

OR: Do you come out to the US a lot to drive?

YK: The first time I raced in the US was three or four years ago in time attack. I have driven Willow Springs many times as well as Buttonwillow and Spring Mountain. Those are the only racetracks I have driven on in the US. I have driven in Europe as well though.

OR: How did Willow Springs compare to the tracks you’ve been to before?

YK: Willow Springs is very different from the racetracks in Japan, especially the road surface. It’s very rough and has lots of cracks. The Japanese tracks are smoother and free of any bumps, as they would constantly maintain them.

Another difference is that aside from the pavement, there were lots of large dips and dirt pits off course. When the vehicle shoots off the track and into the dirt, these large dips were unavoidable. This meant that I had to worry about keeping the car on the track at all cost, preventing me from driving the track at my full potential.

OR: Would you like to continue racing or driving in America?

YK: Yes, I would like to pursue my racing career in the US. Of course, the Japanese races, Nurburgring, and European races are important to me, too.

But I do have a strong interest in the US time attack scene. The competitive level, as well as entry numbers, are increasing every year and much like drifting, the popularity is on its way up. So, personally, I would like to drive in the US and set various track records across the country.

OR: Which series would you aim to enter here?

YK: I would like to do time attack in the US and also want to try NASCAR racing on an oval track some day.

OR: Any last words you’d like to say to our US and international readers?

YK: The United States is a very large country filled with warm and friendly people. I was surprised to see so many people welcome us with open arms. It’s a fun place and I don’t want to go back to Japan just yet.

We currently live in a bad economic situation but please be assured that the Japanese tuning scene is still going strong.  I would like to ask all my fans to keep supporting the Japanese racing scene. I plan on racing in the US next year, so please be on the lookout!